Motor vehicle with starting clutch



0a. 28, 1941; B. BURNS 2,260,797

MOTOR VEHICLE WITH STARTINGUL'UTCH Original Filed Jan. 30, 1939 6 Sheets-Sheet l 11 7 ve nfor:

A rm RN: Y5.

Oct. 28, 1941. B. BURNS 2,250,797

MOTOR VEHICLE WITH STARTING CLUTCH Original Filed Jan. 30, 1939 6 Sheets-Sheet 06f. 28, 1941. UR 2,260,797

MOTOR VEHICLE WITH STARTING CLUTCH Original Filed Jan. 30, 1939 6 Sheets-Sheet 3 .4 TTOE/VEKF.

venfor:

Oct. 28, 1941. BURNS 2,260,797

MOTOR VEHIQLE WITH STARTING CLUTCH I Original Filed Jan. 30, 1939: 6 Sheets-Sheet 4 Wat/m 57 van for:

B. BURNS MOTOR VEHICLE WITH STARTING-CLUTCH Oct. 28, 1941.

Original .Filed Jan. 50, 1959 6 Sheets-Sheet 5 1d. at .i a

15 2o 25 so .35

M/LES Pl sn HOUR RA No & ENG/NE 5/ 550 vs ROAD 5, 550

HA ems ROAD JPA' O V5 ENGINE $PEED M r a 5 O T F R 10 E m M H A 770 e/vzns.

Patented Oct. 28, 1941- UNITED STATES 7 2,200,797 Moron. vEmCLE WITH STARTING CLUTCH Bru'ce Burns, Santa Monica, Calif assignor to Salsbury Corporation, Inglewood, Calif., a corporation of California Original application January 30, 1939, Serial No. 253,557. Divided and this application Apri129, 1940, Serial No. 332,405 I Claims.

The invention claimed herein relates to motor vehicles and is particularly adapted for use in motor vehicles of very light construction and relatively low power, such as the one hereinafter described. Such vehicles are of light weight and it is highly desirable that they be of low cost and of simple construction, and that many of the complicated mechanisms considered necessary in the standard type of automobile be omitted.

It is an object of this invention to provide means by which the internal combustion engine used to drive a motor vehicle may be started without the use of astarting motor or crank. v It is a further object of this invention to provide means by which said engine may be started when the vehicle is stationary and the engine is not rotating by simply pushing the vehicle forward with ignition turned on the engine.

It is a further object of the invention to provide means such that after the engine is so started it can freely rotate without driving the vehicle.

It is a further'object of the invention to pro- I vide means such that the vehicle can be pulled backward at all times, regardless of whether or not the engine is running, without theengine resisting said backward movement. v It is a further object of the invention to provide means such that as long as the vehicle is in motion the engine is forced to continue rotating.

These and other apparent objects I attain in a manner which will be clear from a consideration of the following description taken in connection with the accompanying drawings, in which thereof;

Fig. 4 is a cross-sectional view of the automatic power transmission apparatus forming a part of the power plant shown in Fig. 2;

Fig. 5 is a partial cross-sectional view of the main clutch mechanism shown in the idling position;

Fig. 6 is a sectional view of a portion ofthe a'p-,

paratus of Fig. 4 taken along the line 6.-B in the direction indicated by the arrows;

Fig. '7 is a sectional view of a portion of the apparatus of Fig. 4 taken along the line 1-! in the direction indicated by the arrows;

' paratus of Fig. 4 taken along the line 8-8 the direction indicated by the arrows;

Fig. 9 is a partial view of the apparatus of Fig. i

a 4 from above, as indicated by the arrow 9;

5 Fig. 10 is a sectional view 01: a portion of thev apparatus of Fig. 4 taken along the line l0l0- in the direction indicated by the arrows;

Fig. 11 is a sectional view of a portion of the apparatus of Fig. 4 taken along the line lll l.

Fig. 15 is a diagrammatic illustration showing the belt in an intermediate position under conditions in-which the vehicle is being moved forwardly before the engine has started;

Fig. 16 is a chart illustrating the performance characteristics of the apparatus of my invention;

Fig. 1'1 is a chart illustrating the performance characteristics of the apparatus of my invention;

Fig. 18 is a cross-sectional view of an alternative form of the countersh'aft unit of my apparatus; g

Fig. 19, is'a cross-sectional view of an alternative form of a portionof the clutch and pulley unit of my apparatus;

Fig. 20 is a cross-sectional view of an altemative form of a portion of the clutch and pulley.

unit of my apparatus;

Fig. 21 is across-sectional view of an alternativeform of a portion of the clutch and pulley I unit of my apparatus; and e I Fig. 22 is a diagram of the mechanism hereinafter described.

The motor vehicle of my invention illustrated in the drawings is a small three-wheeled vehicle of light weight; and is especially adapted for use of one person in rapid, light delivery or messenger service. A low hung longitudinal frame is employed comprising an oval-shaped member 30 with cross-bracing members 3|, the oval being of larger radius of curvature in the front than in the rear. The vehicle may'have a front wheel or wheels 33 through which it is steered by a steering wheel 12. The vehicle is powered by a power plant 35 which is preferably a self-contained unit positioned at the rear of the vehicle. The power plant 35 is preferably supported on a secondary frame structure which includes horizontal frame Fig. 8 is a sectional view of a portion of the ap-' members 38 and 31 and vertical frame members 38 attached thereto. On this frame structure are directly supported a wheel housing 40 and an engine 4i. A wheel 42 is mounted within the housing 40 on an axle 43 adjustably supported by the frame members 36 and 31. Associated with the crankshaft 44 of the engine 4I is an automatic clutch unit 45 which is-in driving relation with a ,countershaft unit 46 through a V-belt 41. The countershaft unit 45 ismounted on a countershaft 43 rotatably supported in bearings 50, in

turn supported by the wheel housing 40.

The countershaft 48 extends in a transverse horizontal direction through the wheel housing 40 and carries a sprocket i on the end thereof opposite to that with which the countershaft unit 46 is associated. The sprocket 5I is in driving relation, through a chain 53, with a sprocket 52, mounted on the axle 43- for rotation with the wheel 42. Vertically extending rods 54 are attached to the frame members 30, 31, and and support a fuel tank 55 and a tail lamp 56.

the'pulley hub I00 and for this purpose the pulley face I II is welded on a sleeve I I2 within which are pressed a pair of spaced, hardened steel bushings H3 which slide on the hardened and ground exterior surface of the pulley hub I08. Three posts H4are riveted to the pulley face III at circumferentially spaced locations, and through a hole in-eachof these posts a spring H5 passes and is anchored so as to permit it to oscillate in a plane parallel to the axis of the unit 45, but to be retained against the action of centrifugal force. The springs I I5 preferably consist of loops of wire pivotally connected at one end to the posts H4 and at the other end connected in a similarmanner to posts H0 which areriveted to a dishshaped housing H1. The housing H1 is formed with a series of circumferentially spaced keys H8 which engage corresponding slots I20 in the end of the pulley hub I03 and are held in place by a snap ring I2I engaging a groove on the pulley hub I08. Compression type helical coil springs I22 and I23 surround the pulley hub I00 and are compressed between the housing I I1 and the pul- 58, and at the front to one of the cross-bracing members 3i through brackets 60 by bolts 5|. A cover 82 rests on the frame 30, enclosing the power plant unit and serving as a support for an operators seat 03 and a tail lamp lens 54-. The cover 62 is held down by thumb nuts 65 screwed on the ends of the rods 54 which extend through ley face III, thus urging the pulley face Hi toward the pulley face H0 at all times. It is ap parent that the pulley face I I I is axially movable relative to the pulley face H0 and the housing I H, but is constrained to rotate therewith by reason of the torque link springs H5.

Referring now to that portion of the unit which functions as an automatic or main-clutch, it will be seen that an annular ramp I25 is spun in place at I2B,to form an integral unit with thev housing I03 and the hub I02. Shrouded within the ramp memberI25 is a floating plate I21 which is free to move axially relative to the ramp but is rotatively keyed thereto 'by fingers I28 which the top of the cover 62. The seat is retained in position by a spring catch 56. With this construction the power plant unit 35 is always readily accessible and may be removed in one unit, facilitating repair and replacement.

About midway of the vehicle, in a front and rear direction, a vertical, triangular frame I0 is erected on the frame 30 and is braced by members II. Rotatably supported at the apex of the triangular frame 10 is the steering wheel 12. The driving and control elements of the vehicle are specially adapted to leave unobstructed a' large space to the front of the frame 10, and above ,the'

frame 30, to provide a carrying space of large volume.

The-construction and operation ofthe automatic power transmission means. of my invention will now be considered. The crankshaft 44 of the engine 4I projects from a bearing boss I00 on the side of the crankcase IOI of the engine 4|,

and carries a hub I02 and a housing I03 which are preferably welded together. Apair of diametrically opposed flat faces I04 milled 0n the extended end of the crankshaft 44 engages mating flat surfaces in the end of the hub I02 in such manner that the crankshaft 44 and the hub I02 are rotatively keyed together. A nut I05 engages threads on the extended end of the crankshaft 44 and, acting through a washer I00, holds the hub I02 firmly in place on the crankshaft 44. Freely iournaled on the cylindrical outer surface of the hub I02, with suitable end clearance, is a bushing I01 which is pressed int'o'and carries a tubular pulley hub I08. An inclined pulley face I I0 is welded to the exterior of the pulleyhiib I00.

Another inclined pulley face I I I opposed to the pulley face I I0 is adapted to slide and rotate On pass through holes in the ramp I25. Disposed annularly between the floating plate I2] and the ramp I25 is a circumferentially resilient centrifugal element, preferably having the form of a grommet spring I30, and preferably consisting of a closely wound spring with its ends hooked together to form a ring and within which is a similar spring. I3I of smaller pitch diameter with its ends left free. The grommet spring I30 is preferably so wound and proportioned that when in place within the ramp I25, it retracts itself into firm contact with the curved innermost portion of the ramp. The ramp I25 is so shaped that it approaches the plate I21 as it proceeds outwardly from the axis of rotation, so that enlargement of the grommet spring I30 to a larger radius results in movement of the grommet spring toward the floating plate I21. Located between the floating plate I21 and the housing I03 is a clutch-element preferably comprising an annular metal plate I32 having friction faces I33 and I34 riveted to opposite sides thereof. The innermost portion of the plate I32 is sheared and formed to produce a series of spaced teeth I35 which mesh with a mating series of similarly formed teeth I35 on a member I31 which is permanently attached to the concave side of the pulley face H0 by lugs I39 passing through holes in the member I31. As seen best in Fig. 'l, the teeth I35 are formed by shearing the innermost edge of the plate I32 radially and bending the adjacentportions away from the line of shear into planes perpendicular to the plane of the plate I32. In this manner a pair of teeth is formed leaving a space between,

. andthis operation is repeated around the edge of the plate to form a series of such pairs of pairs of teeth I 38 on the outermost edge of the member I31. The teeth on the two mating members are so spaced that a pair of teeth I36 fits with suitable clearance in the space left'by bending out a pair of the teeth I35, all of the teeth being directed in the same direction. It will be evident that this toothed connection compels the plate I32 and the member I31 to rotate together while permitting the plate I32 to mov e axially with respect to the member I31. In addition to the main clutch above debe rotated out of engagement with the inclined scribed, I provide -a starting clutch which will now be described.

The member I31 is formed along its innermost edge with inclined teeth I38 which are preferably punched out therefrom, as shown in Fig. 7. The inclined teeth I33 preferably have about a 6 lead angle and have engaging surfaces that extend toward the housing- I03 as, one progresses in a direction opposite to the direction of rotation of the engine crankshaft 44. A cup-shaped member I40 is shrouded within the member I31 and has formed along its innermost edge a series of inclined teeth I4I opposed to and adapted to mate with the inclined teeth I38. Within the member I40 is pressed a cup I42 which carries an annular ring I 43 of friction material. A wave-form or marcel spring I44 of small wire is so preformed and positioned to bear on the member I40 and the member I31 to force the friction material I43 into contactwith the housing I03. It will be noted that the pressure of the spring I44 also tends to hold'the pulley face H0 in the extreme rightward position, as shown in Fig. 6.

In the operation of the unit 45, that'part of the apparatus lying between the housing I03 and ing of the engine. by simply moving the vehicle forward. In lightweight two-wheel and threewheel vehicles of the type to which transmissions of the character of that jherein disclosed are most readily applicable, it is often inconvenient and expensive to provide conventional electric startthrough provision of the overrunning clutch starting mechanism described above.

As illustrated in the drawings, theengine is the inclined teeth I38 will be rotated in a counthe member I31 serves primarily to permit start- 1 considered to rotate in a clockwise direction as viewed from the right side in Fig. 4. It. is apparent that forward motion of the vehicle with the engine stationary, therefore, results in.similar clockwise rotation of the pulley face I I0 under the influence of the V-belt 41. v The inclined teeth I38 are, therefore, moved in a clockwise direction. Since the friction material I43, is held against the housing I 03 by action of the marcel spring I44, the member I40 and the inclined teeth I 4| lag behind the inclined teeth I38 and are thus brought into engagement therewith. Continued forward motion of the vehicle and resultant clockwise rotation of inclined teeth I38 acts by reasonof their inclination to the plane of rotation, to. urge the member I40 and the friction material I43- into closer and closer contact with the housing I03 until a sufiiciently great frictional force between material I43 and housing I03 is produced to causerotation of the housing I 03, hub I02 and crankshaft 44 of the engine 4I. Continued rotation of the engine crankshaft causes the engine to start. I

than does the pulley assembly, with the result that the inclined surfaces of the teeth I will surfaces of teeth I38 and the radial ends of teeth I4I will engage the ends of teeth I38. This leaves the force of the marcel spring I44 as the only force tending to maintain the frictional connection between the material I43 and housing I03. This force is small compared to that required to transmit the torque necessary to move the vehicle, so, with the vehicle stationary, the engine is permitted to idle freely, restrained only by the very slight braking effect caused by contact of the friction face I43 with the housing I03 under the small axial force of the marcel spring I44.

Not only does the above described starting mechanism permit starting the engine by pushing the vehicle forward, but it also insures against the engine stalling when the centrifugal clutch is disengaged while the vehicle is still moving forward under its momentum, for under these conditions the vehicle will drive the engine through the inclined teeth I38 and HI.

This mechanism also acts as an overrunning clutch to permit the vehicle to be pushed backward freely without rotating the engine, which is often of advantage in maneuvering in close quarters. When the vehicle is moved backwardly the axial force of the marcel spring I44, is in-- suflicient to transmit any considerable amount of torque, so for all practical purposes the engine is left free to idle or remain stationary while the vehicle is moved backward.

, Following starting of the engine as described above, the unit is adapted through a centrif-' ugal clutch action to automatically connect the engine to the pulley I I0-I I I to drive the vehicle when the speed of the engine exceeds a certain predetermined value. When the crankshaft 44 of the engine is rotating, the hub J02, the housing I 03, the ramp I25, and the floating plate I21 rotate as a unit. When the speed of rotation is low, as in idling of the engine, the parts occupy positions as shown in Fig. 5. The extended annular coil spring I30 is nested within the'ramp I25 and rotates with the ramp. In the position shown in Fig. 5. the spring .I30 exerts no axialforce on either the floating plate I21 or the ramp I25, permitting the plate I32 to remain stationary iwiiile'thebther clutch elements rotate about it. The spring tension and total weight of the grommet spring are so balanced that, in the normal idling range of the engine, itwill remain in the retracted position shown in Fig. 5, but

spring moves outward it is forced in the direction of the floating plate I21 by the frusto-conical surface of theramp I25, and moves the floating plate I21 into contact with the friction face I33. Continued expansion of the grommet spring I30 causes the plate I32 to be moved until the friction clutch initially locked the grommet force varies as the square of the speed of rotation,-

therewith will occur even under full throttle torque of the engine. Rotation of the plate I32 during engagement of the clutch is, by reason of the engagement of the teeth I35 and I35, accompanied by rotation of the member I31 and the pulley face III! connected therewith.

It will be evident that torque through the pulley hub I08, housing I I! and torque link springs II to also rotate the pulley.

is transmitted predetermined speed above face I34 contacts the housing I83, when the plate fixed with considerable accuracy. By proper proportioning of the cooperating elements, then, the speed at which the clutch engages may be predetermined almost independently of. relative axial positions of the elements and independent of wear of the friction faces I33 and I34.

In addition to the main clutch through which the engine is connected and disconnected to the mechanism driving the wheel 42 and the starting clutch through which the engine may be started by pushing the vehicle forward, I provide an automatic speed reduction gear which operates through the V-belt 41, and which will now be described. r

The automatic clutch unit 45 drives the countershaft unit 45 through the y-belt 41, the two units 45 and 46 comprising an automatic transmission adapted to vary the effective transmission ratio as the vehicle speed changes, the ratio face I I I As the clutch is engaged, then, the vehicle moves forward and the clutch remains engaged until, due to the closing of the throttle or increase in resistance to motion of the vehicle, the

engine speed drops below the speed at which the d in. When the speed drops below this value, the clutch again slips.

If the engine is slowed down due to increased resistance to motion of the vehicle, as in climbing a'hill or pulling a heavy load, the clutch will slip under full engine torque, transmitting this torque .to the rest of the transmission and holding the engine speed down to a speed slightly below the one at which locking in of the clutch normally occurs. If the increase in resistance to travel be sufllcieht to completely stop the vehicle, the clutch will continue to slip under full engine torque, but it will be impossible to stall the engine;

If, however, the engine speed be intentionally reduced'by closing the throttle, the clutch will disengage as the engine the engaging range into the normal idling range and the engine will then idle freely. The engine speed at which the clutch starts to engage as well as that at which it finally locks in-for any particular engine torque may be readily predetermined by proper balance of the weight of the grommet spring I, the initial tension of the spring, and the shape of the ramp I25. Individual or combined'yariation of these factors perfaces I33 and I34 would cause an increase in the radius of the grommet spring I38 at which it produces engagement of the clutch and that the clutch engagement takes place would, therefore, be altered as"wearing of the friction faces occurs. But, since the centrifugal force on the grommet spring increases directly in proportion to the radius of the grommet spring and the resisting force of thespring also increases as a function of the increase inradius, the outward movement of the spring resulting in engagement of the clutch may, by proper proportioning of the-mass and spring tension of the grommet spring in combination with proper shaping of the inclined face of the ramp I25, be made to depend only on the speed of rotation of spring. 'And since the centrifugal speed at which the speed at which the centrifugal force overcomes the tension ofthe grommet spring maybe speed drops back through Y mits predeterminationlof engaging and lockingprises a series I35 extending snap ring I58 surrounding the cylindrical housof engine speed to wheel speed being high for low speeds of the vehicle and being decreased as the vehicle speed increases. unit 48 is mounted on the countershaft 48 which is supported in the bearings 50 retained in the wheel housing 40, and is. restrained against motion along its own axis by a nut I50 bearing against the sprocket 5I at one end of the wheel housing and by a snap ring I5I and a shroud I52 cooperating with a groove in the countershaft at the other end of the wheel housing. On the end of the countershaft 48 is mounted a pulley face and housing member I53, 8. disc I54, a hub I55, and a sleeve I55, all welded into one unit. The hub I55 is fitted to the countershaft 48 and'is rotatively connected thereto by a key-l51 which is positioned in a diametric slot in the countershaft 48 and engages diametrically opposed keyways I58 in the hub I55. A snap ring I60 cooperating with a groove in the countershaft 48 restrains the hub I55 from outward axial movement. For the purpose of compensating for belt wear, as hereinafter described, a washer I49 is positioned surrounding the shaft 48 and is limited in its rightward travel by abutment against .the I end of the key I51. The rightward travel of the key I5I in turn is determined by the adjustment of a screw I53 in threaded engagement with the shaft 48 and bearing against the key I51.

An axially movable inclined pulley face I5I is opposed t6 the pulley face I53 so as to cooperate therewith in providing inclined contact surfaces for the belt 41, and is piloted on the sleeve I 58 by the, inner tubular portion of an annular ramp I52 which .is' attached to the pulley face I 5| by bending over the end portion I63 thereof. A cylindrical cage I54 is piloted on the countershaft 48 adjacent the snap ring I5I and com of circumferentially'spaced fingers through circumferentially spaced apertures I85 in the pulley face IBI and apertures I51, in the pulley face I53. The inwardly bent ends of fingers I55 are projected over a ing portion of the pulley face I53, and are clamped, so as to attach the cage I54 to the pulley face I53, by a closed clamping ring I10 which is sprung over and seated in the outwardly turned endsof fingers I55. Between the fingers I55 the interrupted cylindrical edge ofthe cage I84 is bent inwardly with a V-shape at suitable angles to provide a series of aligned pairs of fulcrum. edges III. U-shaped shoes I12 of suitableabrasion-resistant metal are slipped over the fulcrum edges I|I.' Pivoted about the fulcrum'edg'es III are a plurality of equalizer arms The countershaft I13, preferably three in number and equally spaced around the cage I64, which are grooved at I14 to provide bearing grooves for the fulcrum edges, and apertured at I15 to permit a finger I65 of the cage to pass through. The curved outermost ends of these arms engage the back side of the pulley face I6I and are re- .strained against circumferential and axial movement relative to the pulley face by fingers I16 and I11 which form a part of the pulley face and which are bent over the sides of the equalizer arms I13 to permit free radial movement of the ends of the arms along the pulley face. Shoes I18 of abrasion-resistant sheet metal are retained by the fingers I16 and I11 and interposed between the ends of the equalizer arms and the back of the pulley face I6I to permit relative sliding motion of these parts without lubrication. The innermost ends of the equalizer arms I13 bear against the frusto-conical end of a member I80 which is slidably mounted on the countershaft 48. Hardened steel rings I8I are pressed into the member I80 to provide bearing surfaces in contact with the countershaft. The member I80 is urged in the direction of the equalizer arms I13 by resilient means, preferably comprising two compression springs I82 and- I83 of different pitch diameters positioned in the space surrounding the cylindrical portion of member I80 and within the sleeve I56, and hearing at one end against the member I80 and at the other end against a washergl84 which abuts 1 diametrically opposed adjusting screws I85 and I86 threaded'through the hub I55, "By means of the adjusting screws I85 and I86 the compression of the springs I82 and I83 may be changed.

It is evident that the force of the springs I82 and I83 acting through the member I80 against the inner ends of the equalizer arms I13 keeps these arms in firm engagement with the fulcrum edges I 1| at all times and results in the outer endsof the arms'I13 exerting a force on the the circle of balls I8I. The balls I9I are preferably of such diameter and in such number that when the unit 46 is not in rotation the balls lie in an annular ring closely around the sleeve I56 with each ball lightly pressed against the adjacent balls by the tendency of the two ramps to approach one another. Rotation of the unit 46 causes the balls I9I to fiy outwardly against the ramps I62 and I81, forcing the ramp I 62, and with it the pulley face I6I, away from the pulley face I53 to' a point where the increased force of springs I82 and I83 is suificient to balance the centrifugal force on the balls I8I. When the countershaft 48 is rotating, then, the position of the pulley face I6I relative to pulley face I53 is determined by the centrifugal force on the balls I8I which in turn is a measure of the speed of rotation of the countershaft, or the speed .of

pulley face I53 with a greater force than that with which the pulley face I II isurged toward the pulley face IIO by the springs I22 and I23 when in their compressed position. Therefore, ,when the vehicle is in slow motion and the units 45 and 46 are rotating, the pulley face I6I will.

be moved to the closest permissible position relative to the pulley face I53, being limited by abutment of the inner ends of the arms I13 with the cage I64, or by the belt 41 coming to the position of minimal pitch diameter on the unit 45 pulley face I6I tending to move it toward the opposed face I53. Since all three arms I 13 are acted upon equally, force is evenly applied to the pulley face I6I and the entire pulley face is moved-evenly in an axialdirection. The force against the fulcrum edges I1I holds the cage I64 against the shroud I52 and the snap ring I5I, so that the cage is fixed in' position relative to the pulley face I53. The reaction of the springs I82 and I83 against the washer I84 and the screws I65 and I86 holds the hub I55 firmly inplace against the snap ring I60. 7

Within the housing portion of the pulley face member I53 is situated an annular ramp I81 which is loosely piloted at its central hole on the sleeve I56 and "more snugly piloted at its periphery by the shoulder I88 of the pulley face member I53. Betweenthe ramp I81 and the pulley face I53 a marcel spring I80 is compressed so that it has a slight tendency to move the ramp I81 toward the opposed ramp I62, Confined between the opposed rampsI62 and I81 is a plu- The tendency ofthe springs I82 and I83 is to cause the pulley face I6I .to approach the pulley face I53, thus bringing the ramps I62 and I81 nearer together and reducing the diameter of e belt 41 will be forced to near th outer periphery of the pulley faces I53 and I6I, causing it at the same time to move inwardly between the pulle'yfaces H0 and III of unit 45 to occupy a position close to the pulley hub I06, and forcing the pulley face III away from the pulley face IIO against the force of the springs I22 and I23. Under these circumstances the transmission is in lowgear; that is, itis in a condition'wherein it provides the greatest ratio between engine speed and countershaft speed, or between engine speed and wheel speed.

If the throttle of engine H be opened and the vehicle started forward by engagement of the clutch in the manner previously described, the

vehicle will move forward in this low gear position. As the wheel, speed increases, increase in rotational velocity of the countershaft 48 will subject the balls. m to centrifugal force which willcause them to move outward against the confining ramps I62 and I81 and move the pulley face I6I away from the pulley face I53 against the force of the springs I82 and I83, as previously described. This will permit the belt 41 t move to a lower pitch diameter on the unit 46, to which position it will be forced by reason of" the belt moving to a larger pitch diameter on the clutch and pulley unit 45 through action of the springs I22 and I23 in urging the pulley face II I' toward the pulley face IIO. In this condition the parts may occupy positions as illustrated in Fig, 4, in which the ratio of engine speed to wheel speed has been reduced from'that'corresponding to the low gear condition e Still further increase in wl; "I'speed will result in further increase in cen 1 al force on the 6 balls l9I-, with resultant increase of the axial force tending to separate the pulley faces of-the c'ountershaft unit 48. This permits the belt 41 to be brought to a smaller pitch diameter on the unit 48 and to a larger pitch diameter on the unit 45, thus still further reducing the effective transmission ratio. When the wheel speed becomes sufficiently great, the pulley face IIiI will be displaced to the position of greatest permissible separation in which the member I80 abuts the washer I49 and the belt 41 lies adjacent the fingers I65 on unit 46 and close to the periphery of pulley faces H8 and III of unit 45, the transmission then being inthe condition providing the smallest permissible ratio of engine speed to wheel speed, that is, in "high gear condition.

It is evident that when the vehicle slows down, relative motion of the various parts will occur in the reverse direction and, when the vehicle comes to a standstill, the belt 41 will. again be in the position of greatest permissible pitch diameter on thecountershaft unit and the balls I8I will again be retracted to their smallest pitch circle. speed at which the centrifugal force on the balls I9I first overcomes the resultant spring force and produces shifting of the speed ratio of the transmission and the speed at which the transmission finally reaches the high gear! condition may be adjusted by moving the screws I85 and I88 inwardly to increase the initial load upon the springs I82 and I83,.or outwardly to reduce this It will also be apparent that the 41 will be under tension on the left side, as shown, and will be relatively slack on the right side and mayeven loop outward as indicated by the dotted lines. With this belt condition, as rotation progresses, the taut side of the belt will tend to creep to a smaller pitch diameter where it feeds into ,the pulley of unit 45. At the same time, the relative slack in'the right side ofthe belt, will permit this portion to creep to a larger pitch diameter on the countershaft unit 46., De-' pending upon thebalance of forces involved, the degree to which the belt leaves the normal position of Fig. 12 may vary over a wide range. One balance .of forces which gives very desirable results in the type of vehicle under consideration is that in which movement of the vehicle at lowspeed through a distance of a'few feet under full engine torque or clutch slipping torque will cause a shift of the belt into the position shown in Fig. 13', representing the extreine low gear position. This position is one which the transmission will automatically assume if the vehicle encounters road resistance such as to slow it down to the point that the centrifugal balls in the countershaft pulley exert little or no axial force. Since the transmission under these conditions would'be expected to assumethe position of Fig. '12, which is determined solely by balance of opposed spring forces, the additional and very substantial increase in overall reduction gained by the creeping of the belt into the position 'of Fig. 13 gives the vehicle greatly iminitial tension. The transmission may thus be -adiusted as desired to various road, load and driving conditions, and by proper proportioning of the parts, almost any type of variation of the effective transmission ratio as a function of vehicle speed may be obtained.

While the foregoing description of the operation of th transmission explains the manner in which it changes spouse tovehicle speed, the transmission is preferably also adapted to vary the transmission ratio as the engine torque changes, in such manner as to render the overall performance of the transymission much more suitable for propulsion-of motor vehicles than if ratio change were determined solely by vehicle speed. The variation of transmission ratio with engine torque is ,princi-- pally a result of the positions assumed by the belt 41 relative to the pulleys of the units 45 and 48 when torque is bein transmitted.

In the diagrammatic illustration 0! Fig. 12, the vehicle wheel 42 is represented as resting on the ground 49 and is driven from the countershaft unit 48 by thechain 58. The belt 41. con-.-

the transmission ratio in reproved hill climbing characteristics. I

. If the vehicle is at rest with the transmission in the balanced position of Fig. 12 and the throttle is slowly opened and the vehicle gradually accelerated and brought up to speed, the creeping tendency just described will be largely minimized since the-belt tension will be low and the forces tending to cause creeping will be proportionally low. In this case the vehicle will start J forward in what may be termed an intermediate ratio and as road speed increases and the centrifugal forces on the balls in the countershaft unit 44 result in axial force on the movable pulley face of this unit, the transmission will shift into the position shown in Fig. 14. If,

nects the clutch and pulley unit 45 with the countershaft unit 46. The direction of rotation is indicated by the arrow. In this view, the belt.

41 is represented in an intermediate position about one-third the way from the position of minimal pitch diameter -on unit 45, represented in Fig. .15, to the position of maximal pitch diameter on. unit 45, represented in Fig. 14. Prefand the springs; and I88 in the unit .48 are so proportioned and adjusted that they balance one another in their efiect upon the transmission when the 'belt is approximately in the position 12, if torque is being exerted by the engine inthe direction indicated by the arrow, the belt '75 engine speed for any particular wheel speed.

' again in erably thespringsm and m in the unit 45,

however, from a static position, as in Fig. 12, the

. vehicle is rapidly accelerated by full opening of the throttle, the relatively high belt tension will result in rapid creep into the position of Fig. 13 in the flrstfew feet-of forward movement, and even at low roadspeed the engine may rotate at such a speed that it delivers its maximal power output. This permits most rapid acceleration for any particular engine and weight of vehicle As soon as the engine speed reaches a peak value,

the increase in wheel speed which corresponds to this increase in engine speed creates such centrifugal force on the balls of the countershaft unit 48 that gradual shifting of the transmission 1': .10 occurs, theshifting of ratio continuing with increase of wheel speed until 'the transmission is the position shown in Fig. 14. It will thus be seen'that for hill, climbing or maximal acceleration. the transmission will automatically assume the lowest possible gear.-. (highest ratio of engine speed to wheel speed) at low wheel speed and will permit utilization of full'englne power at these speeds. If, however, conditions make it unnecessary or undesirable to accelerate the vehicle as rapidly as possible, it may be ac-. celerated more graduallyv under lower engine torque and without the necessity of such high belt tension or engine torque.

Under normal traflic conditions, when the vehicle comes gradually to a stop, the transmission will return from the high gear position of Fig. 14 to the balanced position of Fig. 12, and upon starting of the vehicle the transmission may either rapidly drop into low gear position and then shift into the intermediate and high gear range, or it may start in the intermediate position and shift into the high gear range, depending upon whether the throttle is fully or only partly opened. It the operator of the vehicle desires that it should be ready to start immediately in the extreme low gear position, thus permitting maximal acceleration for starting from the standing position, he may anticipate his desire by bringing the vehicle to a stop with the throttle partly opened, using the brake, if necessary,to stop the vehicle. When this is done the transmission will be subject to a forward driving torque while the vehicle is being stopped and will shift into the extreme low positionin the same manner it wouldupon encountering any other type of tractive resistance.

It is clear that if the vehicle is operating at high wheel-speed with the belt 41 in a position of maximal pitch diameter on the pulley of the unit 45, as shown in Fig. 14, and the direction the belt is operated on each pulley, the load exof applied torque is as indicated by the arrow,

a slack loop will under these conditions appear on the right side of the belt. slack which appears in this loop depends upon Under light engine loads, little slack will appear, but under conditions of high torque the belt will tend to creep.

to a somewhat smaller diameter upon the pulley of unit 45 and feed more sla'ck into the loop 89. Thus, when the vehicle is operating in the high speed range at light engine load and torque, the ratio of engine speed to wheel speed will be a minimum, but, if engine torque is increased for the purpose of acceleration 'or hill climbing, re-

The amount of I erted by the springs tending to force the pulley faces together; and upon the force constants of these springs. These factors may be varied over a wide range to increaseor diminish or vary the character of the response to torque. In the embodiment of my invention illustrate herein, a further control element has been'introduced in the construction to accentuate the creeping tendency of the belt under certain conditionsof operation and to reduce it under certain other conditions, thus furth'erimproving vehicle performance. Reference to Figs. 4, 8, and 9 will show that the torque link springs H5 of the unit 45 are normally installed so that they are under compression when driving torque, applied to the housing H1 by the pulley hub I08, is transmitted through the posts H5 into the springs H5. It will be clear that when the springs H5 are angularly disposed relative to the plane of rotation of the unit, the compressive force in the springs H5 under'forward driving torque will have an axial component tending to move the pulley face III in an axial direction which is dependent upon whether the springs I I5 diverge at an angle to the; left or to the right fromthe plane of rotation. The parts of the unit 45 are preferably so proportioned and positioned relative to one another that the springs H5 lie parallel to the plane of rotation when the movable pulley face Hi occupies a position consistent with the position of the belt in Fig. 12. When the pulley face HI 'is moved to the right from this position toward the condition represented in Fig; 13, the axial component of the force of springs H5 is such as to move the movduction of effective pitch diameter on the pulley of the unit will cause a change in the transmission ratio to increase the mechanical advantage of the engine.

Another manner in which the creeping tendency bf the belt is utilized, in this case to improve the ease with which the vehicle may be started by pushing it forward, is shown in Fig.

15. This figure presents the condition which exists when the vehicle has previously come to ,rest with the pulleys and belt in the balanced position of Fig:\ 12, and is then being pushed forward with theiengine at rest. Applied torqueis as indicated bi the arrow and the right side of the belt is now under tension and the left side of the belt exhibits a certain amount of slack.

As soon as the engine starts to rotate, the creep-' ing tendency will cause the beltto seek a smaller pitch circle on the pulley of the countershaft unit 46 and a larger pitch circle on the pulley of the unit 45, thus increasing the mechanical advantage and diminishing the force necessary to push the vehicle ahead. Ordinarily the engine will start in three or four turns before the effect of creep has caused much change in ratio, but if for any reason the engine fails to readily start, the decrease in ratio of engine speed to wheel speed caused by continuing creep, with resultant decrease in effort required to push the vehicle,

a pronounced advantage.

The manner in which belt creep permits ad- ,vantageous change of transmission ratio in reable-face Ill still farther to the right; while if the pulley face III is moved to the left from the normal position, the axial component of the force of springs H5 is in such a direction as to position of Fig. 13, will show that the increasing axial component of the force of springs H5 as the pulley faces separate tends to augment the creeping effect and to make the transmission shift into extreme low gear more rapidly with increase of torque. Similar analysis of the creeping tendency, which will exist under increase of torque in the high speed range, will show that the axial force of the torque links H5 is opposed to the normalcreeping tendency so that the change of transmission ratio under increase of throttle when the transmission is in high speed positions is less than it would be if the torque were transmitted through a straight key and keyway .or other device which is free of axial reaction as a function of torque. It will be evident,

I then, that under low speeds and severe condi- Figs. 16 and 17 present curves illustrating the performance of the transmission of my invention when adapted to one specific application. In this application a Johnson X301 Iron Horse" engine was used. Curve 200 shows the manner in full engine torque, assuming that the vehicle maximal torque of about 29 poundseinches at 1700 R'. P. M., and a maximal horsepower at 1.0 at about 2500 R. P. M Curve 202 shows the manner in which the ratio of engine speed to wheel speed in the particular application under consideration varies in response only to vehicle 1 speed. This curve starts from an intermediate ratio of 8.5 to 1, corresponding to the balanced position'of the V-belt on the pulleys with the vehicle stationary, as shown in, Fig. 12, and reabout 5 miles per hour, beyond which the ratio gradually decreases to a value of about 2.75 to 1 at miles per hour. The'curve 202' then presents what might be termed the no load,

change of ratio which' would be obtained if the vehicle could be accelerated from a standing position to its maximum speed without actual application of driving torque or building up of ,tension on the V-belt.

Curve 203 shows the; manner change in transmission ratio takes place under starts with the transmission in the extreme low gear position. Under these conditions the transmission ratio will start at about 12 to 1 and remain at thisvalue until the vehicle attains a speed of about 5 miles per hur. When this speed is reached', the centrifugal forces acting upon the unit 46 will induce a change of trans- .mission ratio, and if the vehicle proceeds under full throttle, the change of ratio will be complete at about 30 miles per hour and the flnal high speed ratio will be about 3 to 1. The displacement of the curve 203 from the curve 202 is a reflection of the change in transmission ratio produced by the previously discussed creeping tendency of the belt. r

Curve20l shows the transmission curve corresponding to a start under full throttle -fromthe in which the 25 R. P. M. and 4 miles per hour. From 4 miles per hour to a speed of about 8 miles per hour, engine speed varies almost directly as vehicle speed. It will be noted that this portion of the curve 200 is practically a straight line and that in the corresponding portion of curve 203 there is very little change in ratio. When vehicle speed reaches 8 or 9 miles per hour, relatively rapid change of ratio occurs with the result that, al-

0 though the vehicle accelerates rapidly to a much greater speed, there is only a small increase in engine speed. when the vehicle reaches a speed of about 12.miles per hour, the change of transmission ratio continues according to such a mains at this ratio until the vehicle speed is 15 function of increasing vehicle speed that the engine speed remains substantially constant at 2500 R. P. M. and full engine power is available a for acceleration up to the normal maximum of and sprocket combination employed in the application, under consideration, the transmission completes its shift into the high gear position at about 30 miles perhour,-and from that point on any increase in vehicle speed leavesthe ratio unchanged. Increase in I vehicle speed above 30 I miles per hour therefore necessitates increase in rengine'speed, as indicated by the oblique upper portion of the curve 206, but in a small vehicle of 0 the size and weight propelled by anengine such as that in the application under consideration, such speeds are normally not attainable on the level, and this possible increase of engine speed above obtainable only when running downhill. Curve 201 represents the variation of engine speed with vehicle speed under the .no load condition corresponding. to 'the curve 202. This curve shows the same general response of engine 40 speed to change of vehicle'speed, but it will be noted that for any vehicle speed, the correspondspeed of the engine under no load condition is appreciably lower.- This permits a great increase in life of the engine and reduction of intermediate balanced ratio position illustrated maintenance costs if the operator chooses to use 'in Fig. '12. It will be noted that the ratio of engine speed to wheel speedincreases rapidly while the vehicle is being accelerated to 5 miles per hour, beyond which if acceleration is continued under full throttle operation, the ratio change, of course, follows that of curve 203.-

It will be evident that operation of the vehicle with partial throttle openings would be indi-' cated by curves lying between curves 202 and 203,

and that a typical curve for ratio change under moderate acceleration might be one such as curve.

Curve 20B representsthe variation of-engine speed with vehicle speed under conditions cor-'- responding tothe maximal acceleration curve 203, and may be understood from the following description of the action taking place. The engine under consideration has a normal idling range of from 800 to 1050 R. 1P. M. and the clutch is adjusted to start engagement at an engine speed of approximately 1100 R. P. M. Following engagement of the clutch, the engine speed stays at about this value until the vehicle speed has reached about 3 miles per hour. During this period the clutch at first slips considerably, but

as the speed of the vehicle approaches 3 miles per hour, the slipping diminishes and slight in-' crease in vehicle speed above 3 miles per hour then permits the engine to accelerate with almost no slip, the clutch finally locking in at about 1400 76 speeds. The engine speed versus vehicle speed curve for such a construction is indicated by the dashed curve 208 where it diverges from .the curve 206. 2

I! it be considered that the curve 200 represents the performance which would be obtained with the s rings I82 and I of the counter-shaft unit 46 in e position of intermediate adjustment afforded by screwing the screws I" and I inward a distance equal tohalf their-threaded length, then retracting these screws to their extreme rightward position as seen in- Fig. 4 would result in an-engine speed versus vehicle speed curve as indicated by the line 209, the 7 lower and upper portions of which mergev into pression of the springs-achieved by screwing the adjusting screws I85 and I inward the full threaded length, would result in an engine speed versus vehicle speed curve as suggested by the curve 2". It is evident-that thb adjustmmt,

the point at which the horsepower curve peaks is engine speed at this peak value at higher road the curve 201. Conversely, maximal initial com tinuously at maximal "speeds and maximal throttle openings, excessive strain on the engine may be avoided by substituting for the ball ramps I62 and I81 of the countershaft unit 46, ramps having less curvature. If the ramps are modified in this manner, the curve of engine speed versus vehicle speed at full throttle opening may be modified in the manner of curve 2. It will be noted that a curve of this sort permits use of peak engine power for maximal performance both in acceleration and in'hill climbing at low or moderate vehicle speeds, but when the vehiclespeed reaches approximately miles per hour, the ratio change of the transmission becomes progressively greater so that the engine actually slows down with increase of vehicle speed. This.

means that the engine is held at a speed below the one at which it delivers maximal power, and the normal high speed of the vehicle on a level road is somewhat reduced. This slight reduction in engine output and substantial reduction in engine speed is of greatvalue in prolonging the life of the engine and minimizing mainte- I nance expense, and the advantage of such an arrangement to a commercial operator is manifest.

Consideration of the engine torque curve 200 will show that engagement of the clutch begins at a point substantially below the speed at which the engine develops maximal itorque. This means that during the first portion of the starting and accelerating period, the tractive effort is not as great as it would be if greater engine torque could be applied-atany particular ratio. If it is important that maximal starting performance of the vehicle be attainable, the tension of the grommet spring I in the unit may be increased or the weight of the spring may be reduced by removal of a portion of the flllerspring I3I, by substitution of a filler spring of lighter weight or by total elimination of the filler spring;-

, rightward or closed position characteristic of the I28 in the .unit 65. Change, of sprocket ratio will have the general effect of increasing or reducing the miles per hour scale of the charts of Figs. 16. and 17. Change of the total load or force constants of the springs I22 and I29 is equivalent to change of the total load and force constants of the springs I82 and I88 in the unit 46.

In -the use of my transmission, the V-belt,

which is generally of rubber and fabric construction, gradually diminishes in transverse width due to compression and abrasion by the surfaces of the pulleys and to other factors causing wear, and special provision is made topermit adjustmentof the transmission to compensate for belt wear. a

When a new v-belt is used in the transmission,

it will be found that when the belt is occupying the extreme low gear positionin which it has the minimal pitch diameter on unit N the width of the new belt is such as to prevent the pulley face I6I of unit 46 from coming into the extreme low' gearcondition with a used belt. In this position of thepully face I6I, the ball ramps I62 and I81 may not be pressed togethersuillciently to retract the balls I9I into a circle of minimal diameter in which each ball touches the adjacent ones. 'Since', under these conditions,.the

balls I9I might be loose between the ramps I62 and I61 and have'a tendency to rattle when the speed of rotation is so low that centrifugal force is insufllcient to overcome the force of gravity'on the balls, the marcel spring I90 interposed be tween the ramp I81 and the housing portion of thev pulley face I53 is depended upon to force the ramp. I81 toward the ramp I62 and in this manner take up any slack between the balls and the ramp. The balls I9I are thus properly cenand the clutch will accordingly not begin to en'- 1 gage until a relatively high engine speed has been. attained. If the clutch be modified in. this manner, the low speed portion of the engine speed struction of the transmission of my invention permits substantial modification of transmission characteristics to obtain the best possible performance or the most desirable performance from any particular engine. It should also be noted that the overall response of the transmission to tractive effort, engine torque, and vehicle speed is modified by the reduction ratio of the sprocket and chain'employed and by the total load and force constants of the springs I22 and tralized on the minimal pitch circle until such time as centrifugal force enables them to first compress the marcel spring I90 and then separate the pulley, faces by direct pressure upon the ramps.

In the high gear position, the belt 41 has its minimal pitch diameter on thegunit 46 and the separation of the pulley faces I6I and I53 is limited by abutment of the member I against the washer I49, the extreme rightward position of which is in turn determined by the adjustment of the screw I59. When a newbelt is used, it is necessary to retract the screw I59 to. permit the washer I49 to assume. a position as far to the right in Fig. 4 as possible in order to allow the pulley faces to separate a distance sufllcient to accommodate the new belt in the position of minimal pitch diameter. As the belt diminishes in width due to wear, it may seat more deeply in the pulley of unit 46 and eventually bear against the fingers I65, and for this reason the fingers I65 have edges so formed that the belt may run against them without damage. If the power transmitted by the belt is relatively light, it may be transferred from the inner face of the belt 41 to the fingers I65 without abnormal slip, even though at high speeds the centrifugal action of the balls I9I against the ramps I62 and I81 may separate the pulley faces I6I and I53 so far that no appreciable side contact is made against the belt 41. If the power being transmitted is'high,

however, the fiat contact of the belt against the fingers may be insufllcientto transmit this power without undue slip, and it may become necessary to restore the side contact of the pulley faces against the'belt. This is done by. turning the screw I59 inward so that it moves the key I51 groove on the countershaft.

countershaft unit 46 is mounted on a countershaft 220 which, except for the end portion upon which the unit 46 is mounted, is similar to the countershaft 48 in the apparatus previously described, and is similarly connected with the other associated parts. In the form of the unit shown in Fig. 18 the hub 22I takes the place of the hub I55 in the previously described unit and is connected for rotation with the countershaft 220 by means of a key 222. The hub 22I is retained on the countershaft by snap ring I60 engaging a The springs I82 and the more the pulley face 232 will be moved away from the opposing pulley face I53 and the more the transmission will be shifted toward the high gear condition. The degree of vacuum produced by the engine is dependent upon the throttle opening and the speed of the engine, increasing with the speed, and decreasing as the throttle is opened. The vacuum produced within the bellows 224 may be further modified by a valve in the conduit connecting passage 230 with the engine intake. I

, It will be evident that many different efiects may be secured. by adjustment of the screws I85 and I88 to vary the compression of the springs I82 and I83, and by varying the adjustment of the vacuum control valve. One desirable condition is that in which the belt 41 occupies an intermediate position on the pulley of 3 unit 48 when the engine H is idling. Under I83 act at one end on the member I80 and at the other end on a washer 223 which abuts the adjusting screws I85 and I86 and turned inwardly to pilot on the hub 22I.

Surrounding the spring I83 and clamped between the spring I83 and the abutting surfaces at either end thereof, is a cylindrical sheet 224 ci flexible material, such as rubber, composition, or fabric, which forms with the supporting spring M33 alt tlght bellows providing a chamber within. 2

The countershait 22$ has an axial bore extending part way from its outer end, and com= municating with the i225 and the chamber within the bellows 22 3 is a passage A flt ting 22'27 has a cylindrical pcrtlcn the bore so as to permit the ceurztersha-ftflm to rotate while the fitting 22? remains staticn A passage with the bore at one end at the ether end with suit able conduit means lea to the intake or"; the hat a vacuum is produced within the its oil the engine In t compensation for wearrrii salt, t1 movable p123 ley face is made two parts, the inner pcrticn being attached to the tor piloting on the sleeve 5 in the same manner in which the movable pulley face Iiii was connected thereto in the form of the unit previously described. The outer inclined portion 232 which is adapted to contact the belt 4! is attached to the inner portion-2M by three or more screws 233 which are threaded through the portion 23! and are riveted tothe portion 232 as at 234 in such manner that the'gscrews 283 -may turn within the portion 232. It will be clear that with this construction the pulley face 232. may, for any position of the portion 23 I, be moved toward or away from the pulley fa'ce I53 as may be necessary to compensate for different widths of belt. The

these circumstances the compressive force of the springs I82 and I83 is partially balanced by the vacuum within the bellows 224, and when the engine throttle is opened to accelerate vthe vehicle, the degree of vacuum within the able pulley face 232 to the extreme high gear 7 position.

in Fig. 19 is. shown an alternative form of the clutch portion or the unit 35 in which the inclined tooth mechanism for starting is eliminated and the clutch is engaged for starting by the inward movement of the grommet spring, which results when the unit comes to rest. term oi. the unit at, a is attached ISQ at M6, as in the form of the tus previously described, and has substantially the same shape in its outward portion as the ramp I25 in the form or" the unit shown in Fig. 4. The inner portion of the ramp 3416, however, preferably extends inwardly substantially parallel to the plane of rotation nearly to the member I31. A floating plate 2M, similar in its outer portion to the floating plate I2? of the previously described unit, is connected for rotation with the, ramp 240 by the ears 828 projecting through holes in the ramp 240. The inner portion of the floating plate 24I is formed into a irusto-conical shape directed toward the opposing ramp 240. The'grommet spring I30 is'similar to the spring described in connection with the, unit of Fig. 4 except that it is made with a fewer number of turns in the outer spring to permit it to retract into a circle of smaller diameter.

remaining partsof the unit 48 may be constructed as previously described in connection with the unit illustrated in Fig. 6.

' The operation of the .unit as illustrated, in Fig. 18 is similar to the operation of the previously described unit of Fig. 4, except that in the unit-of Fig. 18, the position of the movable pulley face 232 is changed as the degree of vacuum produced by the engine changes. The vacuum within the bellows 224 tends tocounteract the compressive force of the springs 1 I82 and I83, so that the greater the degree or vacuum,

With the construction shown in Fig. 19, it is evident that when the mechanism comes to rest, as is the case when the engine stops, the grommet spring I30 will retract inwardly and by engagement with the ramp 240 on one side and the floating plate 24I on the other side, will force the floating plate 24I leftward, resulting in engagement of the floating plate 24I with the friction surface I133, and engagement of the friction surface I34 with the housing I03. In this condition the engine 4I is connected through the clutch to the pulley of the unit 45 and if the vehicle is moved forward, the engine will be rotated and will start. When the engine starts.

the resultant increase in speed will cause the grommet spring I30 to expand under the influence of centrifugal force until it occupies the position shown in Fig. 19. In this position the clutch is disengaged and the engine may idle freely. Further increase in engine speed will result in normal engagement for driving the vehicle in the manner set forth previously 'in connection with the apparatus of Fig. 4. Normal engagement and disengagement of the clutch under variations of vehicle speed, load, and throttle opening, will automatically occur in the manner previously described. when the engine stops, either through intentional closing of the" While not essential for the functioning of the mechanism, it is desirable to provide aspring 242 for the purpose of centralizing the grommet spring I30 when in the idling position so that it cannot rotate eccentrically or outof balance, and thus prevent possible partial or intermittent and erratic clutch engagement. This spring 242 may take the form of a marcel spring bearing on the ramp 240 and threaded through various of the ears I28.- This spring then urges the floating plate 24I rightward in suchmanner as to always maintain contact between the grommet spring I 30 and the ramp 240 at one side, and the floating plate 24I at the other side.

In the alternative form of the unit 45 shown in Fig. 20, a flat floating plate 245 parallel to the plane of rotation is employed on one side of the grommet spring I30 and a ramp 246 is positioned on the other side of-the grommet spring and is so shaped as to approach the plate 245 on either side of an intermediate diameter. A coil spring takes the place of the disc in and themember I31, being connected at its outer end with the friction faces I33 and I34, and at its inner end to outward andthe clutch is engaged for moving the vehicle forward as previously described.

In Fig. 21 is illustrated an alternative form of the clutch portion of the unit 45 in which two grommet springs are employed to perform separatel'y the functions of clutch engagement for engine starting and clutch engagement for movement of the vehicle. A ramp 25I is provided of the 7 same general character as the ramp I25 in the unit illustrated in Fig. 4 and is attached to the housing I03 in a similar manner. a The ramp 25I has an arcuate inner portion within which is a nested the grommet spring 252. Preferably welded to the inner edge of the ramp 25I is another ramp 253 which approaches the floating plate 245 as it proceeds inwardly and has an arcuate outer ,portion within which is adapted to be nested a ing plate 245 to effect clutch engagement at of one, makes it easier to proportion the parts of the pulley face 0 by means of the lugs I39. This construction eliminates the coupling teeth I35 and I36 of the previously described construction,

but is accompanied by the disadvantage that as the member 248 moves during engagement and disengagement of the clutch, the pulley face. I I0 is also required to move. To permit the limited movement required of this pulley face,.the hub 102 is reduced at 250 to permit movement of the bushing I01 upon it.

The operation of the unit illustrated in Fig. 20

is similar to that of the previously described unit ed against the floating plate 245, and in this manner the clutch is engaged preparatory to restarting the engine by motion of the vehicle in a forward direction. As the engine speeds up from the speeds of the engine greater than idling speed in the same manner as has previously been described in connection with the apparatus of Fig. 4. When'the engine stops, the grommet spring 254 retractsinwardly to asmaller diameter and by reason of engagement .with the ramp 253 forces the floating plate 245 to the left, causing the clutch to engage, whereupon the engine may again be started by forward motion of the vehicle., When the engine starts, the grommet spring 254 will be thrown outward into the position shown in Fig. 21, resulting in disengagement of the; clutch to permit free idling of the engine. Employment of two springs 252 and 253, instead the mechanism with minimal mechanical compromise. P

While I have disclosed'my transmission in .connection with a three-wheeled vehicle, it will be understood that the tranmission may be employed in the propulsion of a two-wheeled vehicle, which, for example, may be of the general type disclosed in the patent application of Howard B. Lewis, Bruce Burns, Austin E. Ehnore, and Esley F. Salsbury, Serial No. 202,868, or in any other suitable form of vehicle. It will also be understood that various variations or modifications in design or construction of the parts of the apparatus of my invention other than those disclosed herein may be made by those skilled in the art without departing from the spirit and scope of the appended claims. Y

The invention disclosed herein was disclosed in my application Serial 253,557, filed January 30, 1939, entitled Motor vehicle and automatic power transmission means therefor, of which this is a division.

For the purpose of particularly pointing out the inventions sought to be protected by this application, the following is submitted. This apphcation is directed especially to the accomplish-' ment of the objects of the invention previously recited. It will be understood that there has been idling condition, the grommetspring I30 is thrown cannot be depended upon to start itself. To start a the engine it is necessary that it be rotated by power applied to the engine. It is also necessary that the engine be rotated at a speed sumcient to allow the engine to develop suflicient power to thereafter run by its own power. It is also necessary that the engine be started with little or no load and, as a practical matter, that the engine shall not propel the vehicle, as the operator is then not in the vehicle but pushing it forward while standing on the surface upon which the vehicle rests.

In the form of vehicle shown a centrifugally operated main clutch operated by the grommet the car when it is in high gear.

spring I30 is provided., The engine drives the vehicle through this clutch which is always disengaged when the engine is driven at idling speed.-

While this main clutch is automatic, it is not necessary that an automatic clutch be provided but it is highly desirable that means be provided for allowing the engine to run at idling speed after it is started without necessarily driving the vehicle.

It will be understood that the engine is started through what may be termed an over-running clutch consisting of parts ['03 and I33 to I42, inclusive. Broadly considered, this ratchet clutch operates to connect the countershaft 48 with the engine ll while the main clutch, which this fraction and the reduction gear gradually assumes a position in which the vehicle may be said to be in high gear." Experience shows that' while the engine may be started by the operator pushing the vehicle forward while the reduction gear is in low gear, it is difficult, if not impossible, for an operator to run fast enough to start The reduction gear above described automatically assumes the low. gear position whenever the vehicle is stopped and it is then in the low gear or best position to allow the operator to start the engine by moving the vehicle forward.

The preceding application broadly discloses a novel means for driving a vehicle which is diagrammatically shown in Fig. 22, in which an internal combustion engine or other power-producing means drives a driving shaft 302. The driving shaft 302 can either drive a countershaft 303 through a centrifugal clutch 304 or the countershaft 303 can drive'the driving shaft 302 through a one-way over-running clutch 305.

The countershaft-303 can either drive an axle 305 through a power transmission mechanism 30'! or the countershaft 303 may be driven from the axle 305 through the transmission 301.

The instrumentalitiesused in the above combination must have definite characteristics.

is operated by the grommet spring I30, is disengaged. It should not be confused with over-running clutches which are used to provide free wheeling, since it operates in a difierent manner. The function of the over-running clutch is to provide means by which the movement of ,the vehicle can drive the engine but through a which the engine cannot drive the vehicle.

It will be understood that the ratchet clutch permits the engine to be started by pushing the car forward but immediately releases when the engine starts, so that the engine thereafter runs free without dri as the main clutc is engaged.

It will also be understood that the ratchet clutch can never be engaged by moving the vehicle backward and that. the operator can at.

any time pull the vehicle backward if the main clutch is disengaged without starting the engine if it is at rest, and without causing the engine 'The clutch 305 must be capable of transmitting power from the shaft 303 to the shaft 302 and at the same time incapable of transmitting power from the shaft 302 to the shaft 303. The clutch 304 operates in parallel with the clutch 305 and is depended upon solely as a driving clutch; that is, a clutch which transmits power from the shaft 302 to the shaft 303. The clutch 305 acts as a starting and maintaining clutch.

' With the vehicle at rest the engine can be start- 40 g the car until such a time ed by pushing the vehicle forward. When this is done the wheel- 303 drives the shaft 303 through the transmission 301,. and the shaft 302 is driven through the clutch 305 from the shaft 303. To enable the engine to continue running after such starting without continuing to move the vehicle, it is necessary that the clutch 304 be disengaged so that the shaft 302 cannot drive to drive the car if the engine isrunning. This j is due to the fact that the ratchet clutch engages only when the vehicle is moved forward.

It will also be understood that the ratchet .clutch prevents the engine from stopping or stalling as long as the vehicle is moving forward, as the ratchet clutch engages whenever the engine slows down to, a point at which the engine driven elements of the ratchet clutch tend to ro-.

tate slower than those elements which rotate due to the'forward movement of the vehicle.

The success of this method of using a ratchet clutch is largely dependent on the characteristics of the automatic V-belt transmission reduc- -tion gear consisting of the elements I53 to Hi,

inclusive. The purpose of this gear is to change the speedratio which may be defined as a fraction, of which the engine'speed in revolutions per minute is the numerator and the speed of the vehicle in miles per hour is the denominator. The value of this fraction is greatest when the engineis running at full speed and the vehicle isat rest. Usingconventional phrases, the vehicle is then in low gear. As the speed of the yehicle isincreased the centrifugal force exertballs liiitends to reduce the value of the shaft 303 through the clutch 304 until the operator is seated in the vehicle and desires to travel.

The clutch 305 operates as a maintaining clutch when the vehicle is running. It is of such a character that the shaft 303 can never run .faster than the shaft 302, and, conversely, the

shaft 302 must always rotate at least as fast as the shaft 303. If the vehicle is moving, the shaft 303 is turning and the shaft 302 must also turnso that the engine cannot stall" or stop. The transmission 30'! plays an active part in preventing such stalling since, as the vehicle slows down, the factor represented by the speed of the shaft .303 divided by the speed of the axle 305 increases in value. As a result the proportionate speed of the shaft 303 compared to the speed of the axle 305 increases as the vehicle slows down, and even at low vehicle speeds the engine is forced to rotate at a speed above that at which the engine will stall.

The c1utch'304 is preferably a clutch which is thrown into engagement by centrifugal means whenever the engine is rotated above what may be called topidling speed. Since the clutch 304 is disengaged below this speed,the engine can be started through the clutch 305 and run freely below this top idling speed without the clutch 304 engaging.

The transmission 30! is a variable speed transmission the ratio of which iscontrolled wholly by the speed of the wheel 303 or,'in other words, by the vehicle speed. The axle 303 always rotates at vehicle speed. When the vehicle is r mning slowly, the transmission factor represented by the division of the speed of the shaft .303 by the speed of the shaft 308 is high. As the vehicle speed increases this factor is automatical- -1y reduced in value. By using such a transmission in such a manner several valuable results are attained. When the vehicle is at rest the transmission factor is always high. As a result the engine may run at relatively high speed and still deliver power to the wheel which turns with high torque at low speed. Also, if the engine is 'not rotating, a slight forward push tends to rotate the engine at high speed to facilitate starting. As the speed of the vehicle increases, the value of the transmission factor decreases so that relatively high vehicle speeds may be attained without overspeeding the engine.

By making'the clutches 304 and 305 and'the transmission 30! entirely automatic in their action, the driver of the vehicle can entirely control the operation of the vehicle by controlling the fuel supply of .the engine through the conventional throttle. This combination of parts makes it possible to produce a very safe and easily controlled vehicle having a very superior type of performance, and the absence of the usual control levers and parts makes it possible to produce very satisfactory power driven vehicles of low first cost and high efllciency. The parts described above are, of course, the parts previously described. The engine 30I is the engine Il shown in Fig. 4, and the shaft 302 is the engine crankshaft 44. The shaft 303 is equivalent to the tubular pulley hub I01. The ratchet clutch 305 is the clutch consisting of the members I31 to I44, etc. The centrifugal clutch 304 is the clutch consisting of the parts I25 130 I36, etc. The automatic transmission 301 is made of the parts I53 to I84, etc., including the belt 41. The countershaft 48 is equivalent to the axle 300, the fact that in the vehicle previously described a chain drive is inserted between the wheel and the shaft 48 being a mere matter of convenience.

While it is recognized that each of the above wheel may drive said engine through said gear but said engine cannot drive said wheel. 2. .In a vehicle having awheel, an intern combustion engine carried by said vehicle, and a.

mechanism connected at its delivery end to said wheel, and through which said wheel is driven,

and a main clutch connected to the receiving endof said mechanism and adapted to connect said engine to and disconnect said engine from said receiving end of said mechanism, a means for starting said engine by causing it to rotate due to a forward movement of said vehicle and allowing said engine to freely rotate thereafter without exerting a driving force on said vehicle,.comprising: a driving element mechanically connected to and rotating in synchronism with said engine; a driven element connected to and rotating in synchronism with the receiving end of said mechanism; and a clutch means between said driving element and said driven element whereby the driving element may transmit power to and drive said driven element but through which said driven element cannot transmit power to or drive said driving element.

' 3. A drive for a vehicle which carries an internal combustion engine and which" has a driving wheel for propelling the vehicle, the combination of: a mechanism connected at its delivery end to said wheel and through which power isdelivered to cause said wheel to turn; a main clutch connected to' the other or power-receiving end of said vehicle and adapted to be connected or disconnected from said engine so that said engine can drive said wheel or said wheel can rotate freely without connection to said engine; a driving starting clutch element rotating at all times in synchronism with said engine and through which said engine may be rotated to start same; a driven starting clutch element I rotating at all times in synchronism with said wheel and driven by said wheel; and clutch means between said driving starting clutch element and said driven starting clutch element whereby said driving element can transmit power to said driven element but said driven ele- ,.ment, cannot transmit power to said driving eledescribed elements 304, 305, and 301 is patentable as a separate instrumentality, it is obvious that when combined in a vehicle drive the combination produces certain new and useful results as above described.

It is to be understood that Fig. 22 is purely diagrammatic, and that the specific mechanism shown in,that figure is not and cannot be claimed herein, be ng inserted merely for the purpose of making it easier to understand how the mechanism previously described operates.

' I claim as my invention:

' 1. In a vehicle driven by an internal combus- -tion engine and having a reduction gear which dr ves a wheel of the vehicle through suitable mechanism, and'a r the engine may drive said vehicle through said "reduction gear. means for starting the engine hymoving the vehicle and preventing the engine from stopping while the vehicle is in motion, comprising the combination of: means for automatically causing said speed reduction gear to assume its position of maximum reduction whenw ever'said vehicle is. 'moving below a predetere inain clu'tch through which ment.

4, In a vehicle carrying an internal combustion engine and having a driving wheel by means of which the vehicle may be propelled, said vehiclevhaving a driving mechanism through which said engine may drive said wheel and a main clutch which, when engaged mechanically, connects said engine to said wheel through said mechanism and which, when disc0nnected,-permits said wheel to turn freely without receiving or transmitting power from or to the engine,

means by which said engine may be started when said main clutch is disconnected and which is so constructed that said engine after starting fican rotate freely without delivery of piowen through said mechanism to said wheel, comprising: a driving starting clutch elementrotating" livering power which may be used to start saidengine; and clutch means by which said driving element may drive said driven element, said clutch means being so constructed that said mined-speed or is at rest: and an over-running 5. In a .vehicle carrying an internal combustion engine-and having a driving wheel through which said vehicle may be propelled, the combination of: speed reduction mechanism through which said engine may drive said wheel, said speed reduction mechanism being so constructed that with theengine rotating at a constant speed said speed reduction mechanism may act in low gear position to rotate said wheel at a relatively low speed or with the engine rotating at said speed said speed reduction mechanism may act in high gear position to rotate said'wheel at a relatively high sped; means bywhich, when said wheel is rotating at said relatively slow speed or is at rest, said speed reduction mechanism 5 aaeonov is automatically causedto assume said low gear BRUCE BURNS. 

